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Guidance For Post Covid Restart of Operations Cbta Training Solutions
Guidance For Post Covid Restart of Operations Cbta Training Solutions
In response to the COVID-19 crisis and the need for an extension to the validity period of the pilot
license and associated ratings, National Aviation Authorities have approved globally, for a limited period,
alternative solutions to the traditional licensing and operational requirements.
The value of these alternative solutions was clearly to ensure operations when maintaining pilot recent
experience was difficult to achieve, the training capacity was limited, and the administrative licensing
revalidation process was disturbed.
Since Q4 2020, IATA Training and Licensing has conducted several surveys to gain a better
understanding on the status of IATA’s member airlines’ pilot populations in regard to ICAO Annex 1 and
Annex 6 standards, in terms of licensing and training recency validly, and recent experience in
operations.
On the 1st of November 2021, the results of the fourth survey, confirmed that almost all the respondent
airlines have been able to maintain the majority of their pilot population in compliance with the ICAO
standards.
Pilot population in compliance with ICAO standards: 96.35% of compliance, as an average, across
the six ICAO Annex 1 and Annex 6 standards for the pilot population maintained on duty.
Average grounded time of the majority of population not maintained on duty: 73.44% of the
respondents indicated that the average grounded time of the majority (more than 50%) of their pilot
population that is not maintained on duty is 0-3 months or no longer applicable (34.38% said 0-3
months and 39.06% said not applicable, meaning no longer grounded).
Expected training capacity limitations: 76.56% of the respondents indicated that they do not foresee
any training capacity limitations to bring back to operations their “grounded” pilot population.
Expected pilot shortage beyond recovery of the grounded pilot population, in the context of
restart of operations: 64.13% of the respondents said that they do not foresee a pilot shortage, but
an important number of respondents, 35.87%, do foresee a shortage.
Hence, the purpose of this guidance is to support operators and training organizations implement
adapted training solutions for their pilot population to recover competence and confidence while
ensuring a safe and efficient restart of operations.
The roadmap
The training solutions consider, in particular, the pilots’ situation in regard to ICAO Annex 6 Standards,
the maintenance of operational exposure and potential training cycle disturbances.
Annex 6 standards related to training and checking sustain the maintenance and the assessment of pilot
competence, while the standards related to recent experience or recency in operations support the
maintenance of pilot confidence.
The Annex 1 standard related to the validity of the license has been integrated during the design of the
training solutions because pilot license revalidation is often combined with the Annex 6 Operator
checking requirements. This additional criterion is consequently presented in the template.
For the restart of operations, operators and National Aviation Authority (NAA) must be confident that
pilots are performing to the adequate performance standards to ensure safe and efficient operations.
Therefore, the proposed roadmap contains incremental training options based on the cumulative
duration with limited training and / or operational experience.
Optional Ground Training Optional Ground Training Ground Training Ground Training refresher
refresher refresher refresher
CBTA TRAINING SOLUTIONS +
+ + +
*CBTA refresher session
*CBTA refresher session *CBTA refresher session *CBTA refresher +
session CBTA consolidation
if last flight was
+ session(s)
performed >60 days
**Evaluation +
**Evaluation
+
***LIFUS
* CBTA refresher session, includes the recent experience requirements
**Evaluation means the formal summative assessment of the pilot performance can be combined with a CBTA refresher session or a CBTA consolidation session(s)
***LIFUS, line flying under supervision (LIFUS) is recommended when last flight has been performed beyond 6 months
SITUATION 2: The operator has been able to maintain ICAO Annex 6 standards for training elements.
SITUATION 3: The operator has been able to maintain ICAO Annex 6 standards for operational elements.
SITUATION 4: The operator has not been able to maintain ICAO Annex 6 standards.
Concept
This section describes a competency-based approach for pilot training sessions. Following the ICAO
“ADDIE” (Analyze, Design, Develop, Implement and Evaluate) model, the CBTA training program should
include the following five components and related outputs:
The resulting training specification should provide answers to questions regarding the purpose of the
training, the tasks associated with the purpose, the operational environment, the technical, regulatory
and organizational requirements. For the refresher training, these questions can be answered by
referring to the existing documentation of the AOC/ATO.
Output No. 2.1 requires the design of the competency model, including the performance criteria (the
competency standards and conditions). For the refresher training it is assumed that the competency
model of the AOC/ATO is already in place.
Standards: For the refresher training it is assumed that the final competency standard is already defined
and implemented for the existing recurrent training and assessment scheme.
Development of the assessment and training plans (No. 2.2) and the training materials (No. 3) is based on
the training specification, which will include any special emphasis of the program.
Special emphasis
The pilots need to be trained and assessed in all 9 pilot competencies to the organization’s final
competency standard. However, the AOC and the ATO may decide to put special emphasis on the
competencies that have been identified, during the training gap analysis, as critical for the successful
performance in the context of return to operations.
Principles
The ground training refresher content should always be adapted and proportionate to the operator’s
pilot situation (refer to the Template pilot situation / training solutions on page 3).
Moreover, the operator should also consider providing additional training (refresher ground training)
when the operator has not been able to update the original ground training content that has been
impacted by the COVID crisis (e.g., modification of procedures, etc.) or when the operator’s safety
management system mandates training to mitigate specific risks.
In regard to situations 1 and 2 above (table on page 4 above), ground training refresher is optional
because the operator has been able to maintain compliance with ICAO Annex 6 standards. Therefore,
there is no formal ground training to be recovered as the pilot received the expected ground training
elements.
In regard to situations 3 and 4, the ground training refresher is mandatory because the operator has not
been able to maintain ICAO Annex 6 standards. Consequently, there is formal ground training to be
recovered as the pilot did not receive the expected ground training elements.
Components
Ground training includes several components. Some components are related to the delivery and
acquisition of specific knowledge elements (e.g., aircraft system, operator policy and procedures, UPRT
academic topic, etc.). Other components integrate on the job training by adding skills and attitude
training to the knowledge elements, such as safety and emergency procedures (SEP) training, and Crew
Resources Management (CRM) training.
Knowledge components
When designing the ground training refresher, the operator should consider reviewing and reinforcing
the following topics:
In the context of the restart of operations, specific Observable behaviors belonging to the competency
“Application of Knowledge” are success critical to demonstrate a suitable level of knowledge. The
Observable behaviors in bold below should be used to define the training objectives of the knowledge
part of the ground training refresher.
In the context of the restart of operations and to avoid potential overbooking of the SEP training centers,
some operators have decided to combine the SEP refresher training with the FSTD training. Practically,
there is a dedicated place (specific room or in some case in the briefing room) and a special time
allocation for the pilot to practice and review the SEP components.
FSTD training
The FSTD training is composed by the CBTA refresher session followed, when necessary, by one or
more CBTA consolidation sessions.
The CBTA refresher session is foundational as this session has been designed to train and assess the
pilot competencies in the context of pilots with limited training and operational exposure, and who need
to recover the recent experience requirements (3 take-offs and landings in the last 90 days). Therefore,
The CBTA consolidation session(s) is a complement to the CBTA refresher session when the pilot’s
performance needs to be further enhanced. The number of CBTA consolidation sessions is determined
by the operator based on the pilot’s training needs.
Therefore, the CBTA consolidation session(s) is proposed for situation 4 because it is expected that the
CBTA refresher session will not be enough to recover competence and confidence. Moreover, the
CBTA consolidation session(s) is always an option after any CBTA refresher session where a
remedial training is needed.
The global training objective of this refresher CBTA session is the following:
▪ The pilots must be able to conduct normal and abnormal operations in accordance with the
performance standard defined by the AOC or the ATO, in an FSTD approved by the NAA for
recurrent training and checking, under realistic conditions that are representative of the nature
and the complexity of their operational and environmental context.
Note concerning the condition related to the level of the instructor: for all exercises above
mentioned, the instructor’s support and intervention are acceptable at the beginning of the
session, but pilots must be fully autonomous at the end of the session.
PC 2 Communication TA
The detailed training objectives of the CBTA consolidation session(s) are the following:
▪ The pilot’s performance demonstrated during the CBTA refresher session must be enhanced (or
consolidated) to demonstrate consistently the performance standards defined by the AOC/ATO
across the 9 pilot competencies.
▪ The pilot must demonstrate a level of performance that exceeds the minimum license proficiency
checks standards.
▪ The pilot must be able to perform normal SOPs, in accordance with the performance standard,
under real time operational conditions using a representative operator network (including network
that necessitate an area, route and aerodrome (ARA) qualification).
▪ The pilot must be able to perform abnormal SOPs including emergency procedures that place a
significant demand* on a proficient crew, in operational context and in accordance with the
performance standard.
▪ The pilot must be able to manage the flight path manually and with automation, in accordance with
the performance standard under operational conditions, using a combination of precision and non-
precision approaches, and visual approach (including the approach that necessitate special
approval).
Concerning the competency development at the individual pilot level, the training designer should use
the following options for the CBTA consolidation session(s):
1. The content of the session is totally prescriptive, but the instructor can choose different routes within
the session in order to develop different competencies. Each route places special emphasis on
specific pilot competencies.
Example
CBTA consolidation session content
All pilot competencies are trained and assessed
The instructor selects the route Route 1: Special emphasis SAW and LTW
according to the pilot’s performance
demonstrated during the CBTA
refresher session
2. The content of the session is partially prescriptive and there is dedicated spare time within the
session which allows the instructor to develop the pilot’s competencies with the instructor “toolbox”.
The instructor selects the exercises that place special emphasis on specific pilot competencies.
During COVID operations, the IATA Safety Department identified a significant increase of events related
to unstable approaches due to the pilot mismanagement of the energy, and unreliable airspeed
indications due to the contamination of pitot/static systems on aircraft returned to service after a period
of storage.
Therefore, this simulator refresher session should use scenarios that integrate the management of the
above-mentioned events as “vehicles” to develop the pilot competencies.
Competency map, when the scenario is conducted in the descent-approach phase and pilot flying using
automation.
Pilot Competencies Scenario element 1 Scenario element 2
Application of Knowledge X X
Further details about scenario elements concerning the unstable approach can be found in ICAO Doc
9995 Manual of Evidence-based Training.
Example of scenario elements challenging the pilot’s ability to manage unreliable airspeed indication:
▪ Scenario element 1: During a very short positioning flight without passengers on board, repetitive
and intermittent Air Data Reference Unit 2 fault [identical to pitot probe #2 blocked by insects].
Keep malfunction steady when already in approach.
▪ Scenario element 2: During cruise, Air Data Reference Unit 2 fault [due to blocked pitot #2] and Air
Data Reference Unit disagreement leading to the degradation of flight control laws.
▪ Scenario element 3: During take-off run introduce airspeed discrepancy between Air Data
Reference Unit 1 and Air Data Reference Unit 2 before 100kt.
Link to the IATA Safety and Flight Ops Operational notices, Unstable Approaches during Reduced
Operations: https://www.iata.org/contentassets/e5bc94292b44433ba852925ee9ac47bb/validation-
extension_on_002_20_ua_during_reduced_operations_30april2021.pdf
Link to the IATA Safety and Flight Ops Operational notices, Contaminated Pitot/Static Systems on
Aircraft Returned to Service after a Period of Storage:
https://www.iata.org/contentassets/e5bc94292b44433ba852925ee9ac47bb/operational-notice-003_20-_-
contaminated-pitot_static-systems-on-aircraft-returned-to-service-after-a-period-of-storagefinal-20-august.pdf
The purpose of this section is not to elaborate on each regulatory requirement but to provide examples
on how to use the above training topics to develop pilot competencies.
As an example, an ETOPS scenario in MNPS airspace with marginal weather conditions at en route
alternates is supposed to place special emphasis on such competencies as KNO, PRO, and SAW. If
during the flight, the curriculum introduces a technical malfunction that necessitate to divert, the
competencies WLM and PSD should be solicited as well.
Another example regarding UPRT, beyond the competencies FPA and FPM, a lot of prevention scenarios
can place emphasis on SAW, LTW and PSD.
Evaluation
Evaluation means the formal summative assessment of the pilot’s performance. During summative
assessments, the decision is either “competent” or “not competent” with respect to the final
competency standard(s).
Note : The evaluation can be combined with a CBTA refresher session or a CBTA consolidation
session(s).
For operators delivering advanced training programs such as Evidence-Based Training (EBT), Advanced
Qualification Program (AQP) and Alternative Training and Qualification Program (ATQP), the evaluation
can be performed during the Line Oriented Evaluation (LOE) phase of a training session.
For operators delivering traditional training and checking programs, the evaluation is performed during
the Operator Proficiency Checks (OPC). The OPC can be combined with a License Proficiency Check
(LPC).
The evaluation of the pilot’s performance is proposed for a pilot in situations 3 and 4 as it is expected
that a competency assessment is necessary to recover the operator proficiency check and/or the
license proficiency check.
The number of sectors should be tailored to the needs of the pilot as an individual, taking into account
their experience with the operation, the complexity of the network and the period of time since the last
operational duties. The training designer should ensure sufficient exposure to the network to meet the
global training objective of the LIFUS element. LIFUS is also a method to recover Area, Route and
Aerodrome qualification and associated recency.
The detailed training objectives of the LIFUS element are the following. The pilot must be able to:
▪ perform normal SOPs in all phases of flight, in accordance with the performance standard.
▪ manage the flight path manually and with automation, in accordance with the performance
standard under operational conditions.
▪ demonstrate a competent standard of operational and regional knowledge, including published
operating instructions, and where to source required information.
▪ appropriately manage workload in order to maintain proper situational awareness during
operations.
Special emphasis
The special competency emphasis during LIFUS is the result of an analysis of the pilot competencies
and their associated observable behaviors, combined with the training need of an average already
qualified pilot population lacking both training and operational experience for more than 12 months and
having received ground and FSTD refresher training.
PC 2 Communication TA
The achievement of LIFUS competency requires Knowledge, Skills and Attitude elements. Knowledge is
built from previous experience and throughout the ground training phase. LIFUS provides an opportunity
to expand this knowledge base and to apply it to develop and reinforce practical line Skills.
An example of topics to be considered for inclusion in a LIFUS Syllabus is available in Annex 5 of this
document.
Introduction
For the purpose of this section, the flight instructor population is composed of the following:
▪ Instructor and Evaluators (IE)
- Pilot instructors and evaluators having the privilege to instruct for the issue, revalidation and
renewal of type ratings or having the privilege to conduct skill tests for the initial issue of type
ratings and proficiency checks for revalidation or renewal of type ratings
▪ Line Training Captains (LTC)
- Pilot in Command specifically trained and nominated by the operator, generally called “Line
Training Captain” (LTC) who conducts the line flying under supervision (LIFUS) of another
flight crew member.
LIFUS: Line Flying Under Supervision (LIFUS) means a flight crew member operating sectors and/or flight
hour under the supervision of a flight crew member nominated by the operator.
In the context of the restart of the operations post COVID and taking into account the individual
pilot recent experience and competence, the operator may decide that the first sectors of the
Captain and/or First Officers in operations should be conducted under the supervisions of the IEs.
Goal
This section proposes a restart program for both Instructor and Evaluator (IE) and for Line Training
Captains (LTC) with the goal to ensure the safe return to operations of the entire pilot population.
Therefore, the instructor’s restart program focuses on Flight Intervention Training (FIT) and the
instructor recovery of operational recent experience. Those elements are obvious strong mitigation
measures when the instructors must bring back safely a significant amount of pilot into operations.
Additionally, the instructor restart program is based on the following consistent sequence where:
▪ The Instructors and Evaluators (IEs) (or a core group of IEs):
- Are compliant with the ICAO Annex 1 and Annex 6 standards, as pilots (pilot situation 1 of the
Template pilot situation / training solutions on page 3).
- The most qualified instructors are selected and are following a specific restart training and
operational pattern for IEs.
▪ The Line Training Captains (LTC) are:
- Starting to achieve compliance, where necessary, with the ICAO Annex 1 and Annex 6
Standards as pilots; due to the low operational and training activity during COVID the LTCs
may need to recover compliance with the ICAO Annex 1 and/or Annex 6 Standards as pilot
(pilot situation 1 to pilot situation 4 of the Template pilot situation / training solutions).
CBTA
FIT simulator
Training 2 sectors 4 sectors as
(intervention Operational
solution with a IE PF
training)
Option 1 to 4
Application of Procedures and OB 1.1 Identifies where to find procedures and regulations
Compliance with Regulations OB 1.2 Applies relevant operating instructions, procedures and
techniques in a timely manner
Identifies and applies appropriate OB 1.3 Follows SOPs unless a higher degree of safety dictates an
procedures in accordance with appropriate deviation
published operating instructions and
OB 1.4 Operates aeroplane systems and associated equipment
applicable regulations
correctly
OB 1.5 Monitors aircraft systems status
OB 1.6 Complies with applicable regulations.
OB 1.7 Applies relevant procedural knowledge
Communication OB 2.1 Determines that the recipient is ready and able to receive
information
Communicates through appropriate OB 2.2 Selects appropriately what, when, how and with whom to
means in the operational communicate
environment, in both normal and non OB 2.3 Conveys messages clearly, accurately and concisely
normal situations
OB 2.4 Confirms that the recipient demonstrates understanding of
important information
OB 2.5 Listens actively and demonstrates understanding when
receiving information
OB 2.6 Asks relevant and effective questions
OB 2.7 Uses appropriate escalation in communication to resolve
identified deviations
OB 2.8 Uses and interprets non-verbal communication in a manner
appropriate to the organizational and social culture
OB 2.9 Adheres to standard radiotelephone phraseology and
procedures
OB 2.10 Accurately reads, interprets, constructs and responds to
datalink messages in English
Aeroplane Flight Path Management, OB 4.1 Controls the aircraft manually with accuracy and smoothness as
manual control appropriate to the situation
OB 4.2 Monitors and detects deviations from the intended flight path
Controls the flight path through and takes appropriate action
manual control.
OB 4.3 Manually controls the aeroplane using the relationship between
aeroplane attitude, speed and thrust, and navigation signals or
visual information
OB 4.4 Manages the flight path safely to achieve optimum operational
performance
OB 4.5 Maintains the intended flight path during manual flight while
managing other tasks and distractions
OB 4.6 Uses appropriate flight management and guidance systems, as
installed and applicable to the conditions
OB 4.7 Effectively monitors flight guidance systems including
engagement and automatic mode transitions
Leadership and Teamwork OB 5.1 Encourages team participation and open communication
OB 5.2 Demonstrates initiative and provides direction when required
Influences others to contribute to a
OB 5.3 Engages others in planning
shared purpose.
OB 5.4 Considers inputs from others
Collaborates to accomplish the goals OB 5.5 Gives and receives feedback constructively
of the team. OB 5.6 Addresses and resolves conflicts and disagreements in a
constructive manner
OB 5.7 Exercises decisive leadership when required
OB 5.8 Accepts responsibility for decisions and actions
OB 5.9 Carries out instructions when directed
OB 5.10 Applies effective intervention strategies to resolve identified
deviations
OB 5.11 Manages cultural and language challenges, as applicable
Situation Awareness and OB 7.1 Monitors and assesses the state of the aeroplane and its
Management of Information systems
OB 7.2 Monitors and assesses the aeroplane’s energy state, and its
Perceives, comprehends and anticipated flight path
manages information and anticipates
OB 7.3 Monitors and assesses the general environment as it may affect
its effect on the operation.
the operation
OB 7.4 Validates the accuracy of information and checks for gross
errors
OB 7.5 Maintains awareness of the people involved in or affected by the
operation and their capacity to perform as expected
OB 7.6 Develops effective contingency plans based upon potential risks
associated with threats and errors
OB 7.7 Responds to indications of reduced situation awareness
Assessment and Evaluation OB 5.1 Complies with Operator/ATOs and Authority requirements
Assesses the competencies of the OB 5.2 Ensures that the trainee understands the assessment
trainee process
OB 5.3 Applies the competency standards and conditions
OB 5.4 Assesses trainee’s competencies
OB 5.5 Performs grading
OB 5.6 Provides recommendations based on the outcome of the
assessment
OB 5.7 Makes decisions based on the outcome of the summative
assessment
OB 5.8 Provides clear feedback to the trainee
Description Timing KNO PRO COM FPA FPM LTW PSD SAW WLM
(min)
Manual Flying
Aborted landing 5
Description Timing KNO PRO COM FPA FPM LTW PSD SAW WLM
NPA 2D Approach 10
Cancellation of Approach 5
mode
Description Timing KNO PRO COM FPA FPM LTW PSD SAW WLM
Non-Complex Failures
Management
Description Timing KNO PRO COM FPA FPM LTW PSD SAW WLM
Description Timing KNO PRO COM FPA FPM LTW PSD SAW WLM
Management of the
Priorities
smoke 10
Description Timing KNO PRO COM FPA FPM LTW PSD SAW WLM
TCAS 5
GPWS 5
loss of braking 5
emergency descent 10
Description Timing KNO PRO COM FPA FPM LTW PSD SAW WLM
Miscellaneous
briefing
According to the
professional
records, the Chief - distance
Pilot will decide learning - distance learning Additional Training
between column 1 additional - the CBTA refresher sim session
It is recommended Training
and column 3 - regular Recurrent Training sessions
Recurrent to perform the - the CBTA
Training Validity distance learning refresher
As a minimum, sim
VALID additional training
distance session
(with or without learning
exemption) additional
training will be
performed
CPT
PART 1: PROCEDURE REFRESH 1H05
CDG
COCKPIT PREPARATION (SOP with instructor supervision)
1.1 0h30
ENG START
0h30
▪ Aircraft in Secured stop
Simulator
▪ INIT LFPG GATE
▪ FMS : LFPG26R – LGLxB-LFPG ILS26L
ATC
ATIS A : T/O 26R LDG 26L – 33020KT BKN035 20/12 Q1005
▪ CLR: « LGL2B squawk 1000 121,930 For push »
Training Objectives
▪ Perform full cockpit preparation including the performance calculation
▪ Instructor reinforce realistic conditions by role playing Ground staff for task interruption
0h05
1.2 TAXI RWY 26R & TAKE OFF
0h35
▪ « AF146, Taxi to holding point T11, Runway 26R »
ATC ▪ « AF146, After take-off, maintain 4000ft »
▪ « AF146, RWY26R cleared for take-off, wind 330/20KT »
Radar Vectors
Aircraft Handling 0h15
1.3 Simple system malfunction with impact on aircraft
performance (e.g. LDG DIST PROC) 0h50
▪
Instructor to trigger the malfunction after the manual flying part :
Example :
A320/330/340 : HYD Y RSVR LOW LVL
Simulator B777/787 : HYD PRESS SYS C
▪
▪ Position Freeze during downwind if necessary
IOS: Instructor activates RW 26L or keep RW 26R depending pilot’s decision-making process
ATC ▪ « AF146, Turn Left HDG 090°, radar vectors for ILS APP RWY 26L/R»
Pilot to control the flight path through manual control
▪ Pilot to review abnormal SOPs
Training Objectives
Pilots to manage landing performance calculation with malfunction impact on landing distance
▪ Pilots can express to manage specific malfunction having the above characteristic
Training Objectives If necessary, the instructor reminds key elements of the RNAV approach to the pilots
0h05
1.5 Landing (N) ENG RWY 26L/R
1h05
CPT
PART 2: AIRCRAFT HANDLING 0H40
0h05
2.1 Take-off RWY 26R
1h10
▪ MTO CAVOK
Simulator ▪ INIT LFPG T/O 26R
▪ FMS : T/O 26R CLB 3000’ RWY HDG LDG ILS 26R
ATC
▪ « AF146, After T/O, maintain 3000ft »
▪ « AF146, RWY26R cleared for take-off, wind 330/20KT »
0h35
2.2 Exercises “a la carte” including 2 take-offs and 2 landings
1h45
Pilot to control the flight path through manual control
▪ Pilot to review abnormal SOPs and emergency procedures to include memory items
“a la carte” means that the pilot can request specific exercises to build confidence or the
Training Objectives
instructor decides to further develop pilot competencies by selecting specific events
Example: windshear procedures at take-off or during final approach…
0h05
3.1 Take-off RWY 26R
1h50
▪ MTO CAVOK
Simulator ▪ INIT LFPG T/O 26R
▪ FMS : T/O 26R CLB 3000’ RWY HDG LDG ILS 26R
ATC
▪ « AF146, After take-off maintain 3000ft »
▪ « AF146, RWY26R cleared for take-off, wind 330/20KT »
0h30
3.3 Exercises “a la carte” including 2 take-offs and 2 landings
2h25
Pilot to control the flight path through manual control
▪ Pilot to review abnormal SOPs and emergency procedures to include memory items
“a la carte” means that the pilot can request specific exercises to build confidence or the
Training Objectives instructor decides to further develop pilot competencies by selecting specific events
F/O PART 3: AIRCRAFT HANDLING 0H05
0h05
4.1 Taxi in and Perform SOPs
2h30
Training Objectives Pilots to apply after landing and parking normal procedures
COVID‐19 PHASE 1 SINGLE DAY RECURRENT
Brief
OPT
Time Event Sim Examiner Examiner
Event Line Time Scenario Set Set‐up Guide Elements
00:00 00:10 ADIRU ON.
Position Set: REF ARPT OMDB; RWY 30R; Hold Clear.
Aircraft Set: ZFW 221T; CG 28% ALL; FUEL 30T. ADIRU RAPID ALIGN.
Environment Set: 210/15KT 3000 OVC005 25 1010. Insert WS FAA #5 TKOF MOD.
CANDIDATE 1 (Captain)
Load FMC
Quick set‐up for Take‐off.
ENG RAPID START. EXT Power OFF.
Flaps 5, FMS STORE.
Cabin Ready
1.6 Before take‐off checks
OBS Before take‐off Procedure.
Line up 30R
1.5 Taxiing in compliance with air traffic control or
instructions of instructor
OBS Correct taxi technique.
1 00:10 00:05 Windshear on takeoff
2.1 Normal take‐offs with different flap settings, including
x x
expedited take‐off
OBS Take‐off Procedure.
OBS Correction rotation.
OBS Correct crosswind technique.
3.6.5 Wind shear at take‐off/landing
OBS Windshear escape manoeuvre.
OBS PM duties.
Brief
OPT
Time Event Sim Examiner Examiner
Event Line Time Scenario Set Set‐up Guide Elements
OBS Flap retraction schedule.
OBS Autopilot engagement.
2 00:15 00:05 SID Adherence
ATC advise turn right heading 090, maintain 4000' due inbound traffic.
3.9.1 Adherence to departure and arrival routes and ATC
x
instructions
OBS Correct navigation of SID or ATC instructions.
3 00:20 00:05 Traffic Avoidance
TCAS Climb RA.
TCAS Event – Climb RA
3.6.9 ACAS Event
OBS Correct Crew actions for TCAS Event.
OBS Correct ATC terminology.
4 00:25 00:05 Non‐Normal Management
ATA 29: HYD PUMP LOW PRESS PRI ‐ R. .
HYD PRESS PRI R
3.4.5 Hydraulic system.
OBS Timely management of Priorities.
OBS Correct application of EICAS procedures.
OBS Situation Awareness.
OBS Decision Making and Problem Solving.
OBS Use of FMC ALTN page or DEP/ARR page if appropriate.
OBS Communication.
The Candidates will need to decide to continue or return. Send an ACARS message
requesting EK 502 to return to OMDB. Provide vectors for return to 30L.
Brief
OPT
Time Event Sim Examiner Examiner
Event Line Time Scenario Set Set‐up Guide Elements
3.9.4 Non‐precision approach down to the MDH/A
OBS Descent and Approach Preparation.
OBS Descent and Approach Checklists.
OBS Non‐ILS Approach Procedure using VNAV.
OBS PM duties.
5.1 Normal landings* also after an ILS approach with
transition to visual flight on reaching DH
End point: Stopped on runway.
CLEAR MALF.
6 00:40 00:05 Take‐off with engine failure between V1 and V2. x
Position Set: RWY 30R; T/O.
Aircraft Set: FUEL 79T.
Environment Set: CAT 1.
ATA 71: ENGINE N1 SEIZURE L, PRESET V1 (174).
FMS STORE/RECALL. Mini‐brief. Refresh Engine Out Procedure.
2.5.2 Take‐offs with simulated engine failure between V1 and
V2
3.4.0 Engine.
3.4.6 Flight control and Trim system.
3.6.3 Engine failures, shutdown and restart at a safe height
OBS Correct handling techniques and procedures during
EFATO (refer FCTM) completion of Non Normal and
Normal checklist.
OBS PM duties.
OBS Decision Making and Problem Solving.
End point: Flaps in desired position and CON thrust set.
Gear DOWN, Flaps 20, GRD PROX FLAP.
Aircraft Set: FUEL 30T.
Brief
OPT
Time Event Sim Examiner Examiner
Event Line Time Scenario Set Set‐up Guide Elements
7 00:45 00:05 ILS Manual Engine Inoperative. x
Position Set: RWY 30L. 8 NM.
Environment Set: CAT 2.
3.9.3.4 ILS Manual Engine Inoperative.
OBS Landing Procedure – ILS
OBS Engine inoperative ILS
OBS Correct handling.
OBS PM duties.
8 00:50 00:05 Missed Approach One Engine Inoperative
Note: Missed Approach due insufficient visual reference.
Initial Go Around actions manually flown until passing 1000ft.
4.3 Manual go‐around with the critical engine simulated
inoperative after an instrument approach on reaching
DH, MDH or MAPt
OBS Go Around and Missed Approach Procedure.
OBS Correct handling.
OBS PM duties.
End point: Established at MISAP ALT.
Flaps 5.
9 00:55 00:05 ILS Engine Inoperative (A/P available).
Position Set: 12NM. Slew back outside IAF (ULDOT).
Environment Set: CAT 1.
Engine inoperative ILS 30L. A/P available, TAC operative.
3.9.3.3 Precision approaches down to a decision height (DH) not
less than 60 m (200 ft) with autopilot
OBS Landing Procedure – ILS
OBS Engine inoperative ILS
OBS Correct handling.
Brief
OPT
Time Event Sim Examiner Examiner
Event Line Time Scenario Set Set‐up Guide Elements
OBS PM duties.
10 01:00 00:05 Landing with Engine Inoperative
Note: A/P available for the approach but landing must be manual.
5.5 Landing with critical engine simulated inoperative
OBS Flight from DA to touchdown.
OBS Correct landing roll procedure.
OBS Correct use of reverse thrust and braking.
End point: Stopped on runway.
CLEAR MALF.
ALL SYSTEM RESET
Fuel Control Switch RUN.
ENG RAPID START.
11 01:05 00:05 Rejected Take‐off & Evacuation x
Position Set: RWY 30R; T/O.
ATA 26: ENGINE FIRE UNEXTINGUISHABLE R ‐ Preset 120KTS.
FMS RECALL. Mini‐brief.
2.6 Rejected take‐off at a reasonable speed before reaching
V1
OBS Correct RTO actions.
OBS PM duties.
3.6.1 Fire drills e.g. engine, APU, cabin, cargo compartment,
flight deck, wing and electrical fires including evacuation
OBS Correct CA and F/O on ground emergency actions.
OBS Correct FIRE ENG Memory Items.
OBS Decision Making.
OBS Communications.
OBS Evacuation NNC correctly accomplished.
End point: Evacuation Checklist complete and aware of evacuation actions.
Brief
OPT
Time Event Sim Examiner Examiner
Event Line Time Scenario Set Set‐up Guide Elements
Position Set: REF ARPT OMDB; RWY 30R; T/O.
12 01:10 00:55 CANDIDATE 2 (First Officer)
Repeat items 1‐10 (except item 4 not required)
End point: Stopped on runway.
Position Set: T/O.
Aircraft Set: FUEL 30T
Environment Set: 8000 OVC020
FMS RECALL.
13 02:05 00:10 Visual Circuit x
End point stopped on runway.
Position Set: RWY 30R; T/O.
CANDIDATE 1
Complete a visual circuit or continue to RHS Revalidation as required.
RHS Revalidation
14 02:15 00:05 Take‐off with engine failure between V1 and V2.
ATA 71: ENGINE N1 SEIZURE L, PRESET V1 (167).
FMS RECALL. Mini‐brief. Refresh Engine Out Procedure.
7.1 Take‐offs with simulated engine failure between V1 and
V2
Secure Engine & Checklists as appropriate.
15 02:20 00:05 Visual Circuit with Go‐Around
Manually flown visual circuit and go‐around from 200ft with one engine
inoperative.
7.2 Missed Approach One Engine Inoperative
16 02:25 00:05 Landing with One Engine Inoperative
Visual Circuit to landing. Note: Full visual circuit or REPOS outside the IAF is
required for recency.
7.3 Landing with critical engine simulated inoperative
End point: Stopped on runway.
Brief
OPT
Time Event Sim Examiner Examiner
Event Line Time Scenario Set Set‐up Guide Elements
CLEAR MALF.
ALL SYSTEM RESET
Fuel Control Switch RUN. Flaps 5. FMS RECALL.
ENG RAPID START.
17* 02:30 00:05 Rejected Take‐off (time available)
Position Set: T/O.
ATA 71: ENGINE N1 SEIZURE L, PRESET 120KTS.
2.6 Rejected take‐off at a reasonable speed before reaching
V1
End point stopped, with PA complete.
Position Set: REF ARPT OMDB; RWY 12R; Gate F17.
TOTAL RESET, EICAS RESET.
02:35 Aircraft Set: EXT Power ON
Metric Altimetry
Determine appropriate PFD altimeter display above and below transition.
Apply conversions correctly (above and below transition as appropriate).
Pilots population status (as of 1st November 2021), and airlines’ needs in the context of the
restart
Introduction
IATA Survey-4 was launched on 28 September 2021. It is the fourth in a series of four surveys launched in 2021 to
evaluate the status of the pilots population in the context of COVID-19 and restart of operations.
▪ pilot population compliance status in regard to ICAO Annex 1 and Annex 6 standards
▪ needs in terms of training resources to bring back to operations their “grounded” pilot population
▪ needs in terms of additional pilot workforce beyond the recovery of their “grounded” pilot population
The survey contained 16 questions. A total of 64 airlines completed the survey: 94% of them IATA member airlines.
Note: Where necessary, a comparison between the results of this survey and the previous ones is provided in the
analysis of the individual survey questions. In that case a link to the relevant previous survey is provided.
The first three questions of the survey were related to background information about the respondents, such as
the name of their airline, the country and region. This allowed us to establish the following breakdown of airline
respondents per region (as per the IATA regions).
Pilot population in compliance with ICAO standards: 96.35% of compliance, as an average, across the six
ICAO Annex 1 and Annex 6 standards for the pilot population maintained on duty.
Average grounded time of the majority of population not maintained on duty: 73.44% of the respondents
indicated that the average grounded time of the majority (more than 50%) of their pilot population that is not
maintained on duty is 0-3 months or no longer applicable (34.38% said 0-3 months and 39.06% said not
applicable, meaning no longer grounded).
Expected training capacity limitations: 76.56% of the respondents indicated that they do not foresee any
training capacity limitations to bring back to operations their “grounded” pilot population.
Expected pilot shortage beyond recovery of the grounded pilot population, in the context of restart of
operations: 64.13% of the respondents said that they do not foresee a pilot shortage, but an important
number of respondents, 35.87%, do foresee a shortage.
Hence, the general overview demonstrates that the pilot population of almost all the respondents (on average
96.35%) are compliant with the ICAO training and operational standards.
What is apparent in the results of this last survey is the operator’s growing concern of a potential pilot shortage,
beyond the recovery of their grounded pilot population.
The graph below shows that a majority (67.19%) of the respondents maintain 80%-100% of their pilot population
on duty. However, it is important to keep in mind that this percentage is based on the remaining pilot population
after the layoffs and early retirements due to the COVID-19.
0% - 20% 4.69%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Note: The average 96.35% fully compliant with ICAO standards confirms the increased compliance of the pilot
population status that has been recorded from one survey to the other, as shown in the graph below: 87% average
compliance in IATA Survey-1, 93.61% in IATA Survey-2, 93.80% in IATA Survey-3 and 96.35% in this fourth survey.
98%
96.35%
96%
92%
90%
88%
87.00%
86%
84%
82%
80%
Survey-1 Survey-2 Survey-3 Survey-4
The following section shows the detailed results for Q5. to Q10. for Survey-4.
Total 100% 64
Total 100% 64
90%
80%
70%
60%
50%
40%
30%
20%
10%
3.12%
0%
Fully compliant with ICAO standards Not compliant with ICAO standards, but benefits
from a valid exemption
Total 100% 64
90%
80%
70%
60%
50%
40%
30%
20%
10%
3.12%
0%
Fully compliant with ICAO standards Not compliant with ICAO standards, but
benefits from a valid exemption
Total 100% 64
80%
70%
60%
50%
40%
30%
20%
10%
4.69%
0%
Fully compliant with ICAO standards Not compliant with ICAO standards, but benefits
from a valid exemption
80%
70%
60%
50%
40%
30%
20%
10%
4.69%
0%
Fully compliant with ICAO standards Not compliant with ICAO standards, but benefits
from a valid exemption
The graph below shows the breakdown of the answers provided by the respondents who said not compliant.
Please, keep in mind that these results represent the responses of an average 3.65% of the total respondents,
which represents a maximum 5 not compliant answers.
90%
80%
70%
60%
50% 42.86%
40%
28.57% 28.57%
30%
20%
10%
0.00%
0%
Training capacity Travel limitations that Company policy reducing Other (please specify)
limitations (lack of prevent pilots to join the employees' travel
instructors, lack of FSTD training centers
availability, etc.)
Those who answered “Other” (28.57%), provided the following reasons in the comment box:
The results below show that 73.44% of the respondents said that the average “grounded time” of the majority
(more than 50%) of their pilot population that is not maintained on duty, is either no longer applicable (39.06%) or
between 0-3 months (34.38%).
The combination of these result with the results of Q4., where the majority (67.19%) of the respondents said that
they maintain 80%-100% of their pilot population on duty, indicates that most of the airlines have implemented a
“rotative” rostering to maintain their pilot population exposed to operations.
The remaining 26.56% of the respondents stating an average grounded time exceeding 3 months for the majority
of their pilot population will have to implement recovery training either for operational recent experience and/or
for compliance matters in regard to licensing and operator training requirements. The IATA Guidance for Post-
COVID Restart of Operations: CBTA Training Solutions, Edition 2, provides solutions to these licensing and training
requirements.
What is the average “grounded time” of the majority (more than 50%) of your pilot
population that is not maintained on duty?
100%
90%
80%
70%
60%
50%
39.06%
40% 34.38%
30%
20%
7.81% 9.38%
10% 4.69% 3.12%
1.56%
0%
Not 0 - 3 months 3 - 6 months 6 - 9 months 9 - 12 12 - 15 More than
applicable months months 15 months
The majority (76.56%) indicated that they do not foresee any training capacity limitations. These results are almost
identical to the results of Survey-3, August 2021, (76.74%).
In the context of the restart of operations, do you foresee any training capacity
limitations to bring back to operations your “grounded” pilot population?
100%
90%
80%
76.56%
70%
60%
50%
40%
30%
23.44%
20%
10%
0%
No Yes
The following graph presents the breakdown of the reasons selected by the 23.44% of the operators who
answered “yes” to Q13, foreseeing training capacity limitations to bring back to operations their “grounded” pilot
population. The respondents could select more than one answer.
Note: There was no question in IATA Survey-1 and Survey-2 related to training capacity limitations, the main focus
of those two first surveys was on compliance to ICAO training and operational standards.
64.13% of the respondents said that they do not foresee a pilot shortage, while in IATA Survey-3 (August 2021),
76.74% of the respondents had responded “No” to this question.
The results of this survey show a significant increase in the number of respondents who foresee a pilot shortage:
35.87% in Survey-4 versus 23.26% in Survey-3.
Note: There was no question in IATA Survey-1 and Survey-2 related to a foreseeable pilot shortage.
The top three regions to foresee a pilot shortage are: Europe (24%), Africa (16%) and North America (16%).
In Survey-3 the top three regions were: Africa, the Commonwealth of Independent States (both at 20%), followed
by EUR and NAM (both at 15%) ex aequo.
33.33% of the respondents foresee a lack of captains, followed by 26.19% for lack of first officers. These results
are consistent with the results of Survey-3 (August 2021), the majority identifying “lack of captains” and “lack of
first officers”.
Lack of flight instructors for line training: Majority from the AFI, EUR and NAM regions with 25% each.
Lack of captains: Majority from the EUR (21.43%) and MENA (21.43%) regions.
Lack of first officers: Majority from the EUR (27.27%) and MENA (27.27%) regions.
Other (please specify): Please see below the graphs the comments made by the respondents.
The ability of small airlines from developing countries in mobilising the required massive financial resources for
all the training required.
Increase in US demand for travel compounded by mandatory retirements of senior US pilot population.
Lack of available flight to be used for training flights before the ramp-up.
For now, we have good access to applicants but expect this to change when the rest of the industry recovers.
In regard to compliance to ICAO Annex 1 and Annex 6 training and operational standards, the results of the survey
have demonstrated that almost all the respondent airlines (96.35%) have maintained the majority of their pilot
population (over 50%) in compliance with the standards.
In terms of average “grounded time” of the majority (more than 50%) of their pilot population, the majority 73.44%
have indicated that it is no longer applicable (39.06%), meaning no grounded pilots, or between 0-3 months (34.38%).
For the 26.56% of the respondents stating an average grounded time exceeding 3 months for the majority of their
pilot population. Despite the low rate of response (64 airline respondents) most of the answers are consistent with
previous surveys, confirming the need for an efficient recovery training path for the grounded pilot population. IATA
proposes efficient recovery training solutions in its Guidance for Post-COVID Restart of Operations: CBTA Training
Solutions, Edition 2.
In terms of forecasted limitations and shortages, the results of the survey indicate that a fair number of respondents
(23.44%) foresee training capacity limitations to bring back to operations their “grounded” pilot population. The
survey results also indicate a significant increase in percentage, compared to Survey-3, of airlines foreseeing a
shortage of pilots beyond the recovery of their “grounded” pilot population.
In regard to the regional perspective, the results provide us with indications as to the challenges faced by the
different regions, but, considering the fact that some regions are under-represented, it is difficult to draw firm
conclusions as to the specific regional issues. IATA needs to get a better visibility on the actual regional situation in
order to propose the appropriate solutions to the concerns expressed by its members in regard to training capacity
limitations and forecasted pilot shortage.
ICAO standard related to Question 4. What will be the status of the majority (more than 50%) of your pilot
population maintained on duty in terms of medical certificate validity (Annex 1, 1.2.4.4.1)
ICAO Standard related to Question 5. What will be the status of the majority (more than 50%) of your pilot
population maintained on duty in terms of flight crew license and rating validity (Annex 1, 1.2.5.1.2)
9.4 Qualifications
9.4.4 Pilot proficiency checks
9.4.4.1 An operator shall ensure that piloting technique and the ability to execute emergency
procedures is checked in such a way as to demonstrate the pilot’s competence on each type or variant of a type
of aeroplane. Where the operation may be conducted under instrument flight rules, an operator shall ensure that
the pilot’s competence to comply with such rules is demonstrated to either a check pilot of the operator or to a
representative of the State of the Operator. Such checks shall be performed twice within any period of one year.
Any two such checks which are similar and which occur within a period of four consecutive months shall note
alone satisfy this requirement.
Note1. – Flight simulation training devices approved by the State of the Operator may be used for those
parts of the checks for which they are specifically approved.
Note 2. – See the Manual of Criteria for the Qualification of Flight Simulation Training Devices (Doc 9625).
ICAO standard related to Question 7. What will be the status of the majority (more than 50%) of your pilot
population maintained on duty in terms of flight crew training program (Annex 6, 9.3.1)
9.3.1 The operator shall establish and maintain a ground and flight training programme, approved by
the State of the Operator, which ensures that all flight crew members are adequately trained to perform their
assigned duties. The training programme shall:
a) include ground and flight training facilities and properly qualified instructors as determined by the State
of the Operator;
b) consist of ground and flight training in the type(s) of aeroplane on which the flight crew member serves;
c) include proper flight crew coordination and training in all types of emergency and abnormal situations or
procedures caused by engine, airframe or systems malfunctions, fire or other abnormalities;
d) include upset prevention and recovery training;
e) include training in knowledge and skills related to visual and instrument flight procedures for the intended
area of operation, human performance including threat and error management and in the transport of
dangerous goods;
f) ensure that all flight crew members know the functions for which they are responsible and the relation of
these functions to the functions of other crew members, particularly in regard to abnormal or emergency
procedures; and
g) be given on a recurrent basis, as determined by the State of the Operator and shall include an assessment
of competence.
9.4 Qualifications
9.4.1 Recent experience — pilot-in-command and co-pilot
9.4.1.1 An operator shall not assign a pilot-in-command or a co-pilot to operate at the flight
controls of a type or variant of a type of aeroplane during take-off and landing unless that pilot has
operated the flight controls during at least three take-offs and landings within the preceding 90 days on the
same type of aeroplane or in a flight simulator approved for the purpose.
ICAO standard related to Question 9. What will be the status of the majority (more than 50%) of your pilot
population maintained on duty in terms of area, route and aerodrome qualifications recency (Annex 6,
9.4.3.5)
9.4 Qualifications
9.4.3.5 An operator shall not continue to utilize a pilot as a pilot-in-command on a route or within an area
specified by the operator and approved by the State of the Operator unless, within the preceding 12 months,
that pilot has made at least one trip as a pilot member of the flight crew, or as a check pilot, or as an observer in
the flight crew compartment.
a) within that specified area; and
b) if appropriate, on any route where procedures associated with that route or with any aerodromes
intended to be used for take-off or landing require the application of special skills or knowledge.